Releasable connection between members

ABSTRACT

A trailer (T) and a dock (D) are provided with substantially identical slat conveyors ( 10, 12 ). Each conveyor ( 10, 12 ) has alternating conveyor slats ( 36, 36 ′) and lifting/holding slats ( 38, 38 ′). The trailer (T) is backed up to the dock (D). Upper portions of the lifting/holding slats ( 38, 38 ′) are coupled together at their ends. The confronting ends of the conveying slats ( 36, 36 ′) are also coupled together. A mechanism carried by the dock (D) raises and lowers the upper portions of the two sets of lifting/holding slats ( 38, 38 ′) a drive mechanism carried by the dock (D) where it reciprocates both sets of conveying slats ( 36, 36 ′).

TECHNICAL FIELD

This invention relates to releasable connections between members, suchas, for example, the slats of two slat conveyors, one located on a dockand the other in a trailer.

BACKGROUND OF THE INVENTION

This invention utilizes and improves technology that is disclosed in thefollowing U.S. Pat. No. 5,588,522, granted Dec. 31, 1996, to RaymondKeith Foster and Randall Mark Foster, and entitled Reciprocating FloorConveyor For Conveying Palletized Loads Or The Like; U.S. Pat. No.5,911,555, granted Jun. 15, 1999, to Raymond Keith Foster, and entitledVehicle/Dock Loading/Unloading Conveyor Systems; U.S. Pat. No.6,065,923, granted May 23, 2000, to Raymond Keith Foster, and entitledVehicle/Dock Alignment System; and U.S. Pat. No. 6,439,375, granted Aug.27, 2002, to Raymond Keith Foster and Randall Mark Foster, and entitledReciprocating Floor Conveyor For Conveying Palletized Loads Or The Like.It also utilizes technology disclosed in U.S. patent application Ser.No. 11/334,978 (issued as U.S. Pat. No. 7,083,041), filed Jan. 18, 2006,and entitled Slat Conveyor Having Conveyor Slats And Lifting/HoldingSlats.

U.S. Pat. Nos. 5,588,522; 6,439,375 and 7,083,041 relate to usingreciprocating slat conveyors for moving palletized loads. Problemsassociated with such loads are addressed by the use of slat conveyorshaving both conveying slats and lifting/holding slats. Thelifting/holding slats have upper portions that are moved verticallybetween “up” positions in which their upper surfaces are above the uppersurfaces of the conveying slats, and “down” positions in which theirupper surfaces are below the upper surfaces of the conveying slats. Whenthe lifting/holding slats are in their “down” position, the load restson the conveying slats. The conveying slats are moved a stroke lengthand are then stopped. Then, the lifting/holding slats are moved upwardlyinto their “up” position to lift the load up off the conveying slats.Then, the conveying slats are retracted to a start position. Thelifting/holding slats are moved back into their “down” position and thecycle of operation is repeated until the cargo has been loaded orunloaded.

U.S. Pat. No. 5,911,555 relates to a way of coupling together the slatsof a first conveyor in a vehicle (e.g. a trailer) and a second conveyoron a dock. U.S. Pat. No. 6,065,923 discloses a system for aligning therear end of a vehicle with a confronting end of the dock. U.S. Pat. No.7,083,041 relates to a system of conveying and lifting/holding slats inwhich the lifting/holding slats have upper and lower portions separatedby air bladders. Air is introduced into the bladders for moving theupper portions of the lifting/holding slats upwardly into a holdingposition. Air is exhausted from the bladders to allow the load to movethe upper portions of the lifting/holding slats into their downpositions.

There is a need for an easy to make and use releasable connectionbetween conveying and lifting/holding slats on a dock and conveying andlifting/holding slats in a vehicle. A principal object of the presentinvention is to fill this need. However, the connection for theconveying slats is not limited to use with conveyor slats but rather isbelieved to have general utility.

BRIEF SUMMARY OF THE INVENTION

The invention provides a connection for releasably connecting togetherfirst and second portions of first and second members. The first portionhas a first passageway and the second portion has a second passageway.An elongated coupler member is in the first passageway. A shim projectsendwise outwardly from the first portion on one side of the passageway.The coupler member is extendable endwise outwardly from the firstpassageway, beyond the shim, and when so extended is inserted into andmoved through an entry portion of the second passageway. The firstmember is movable relatively towards the second member when the couplermember is extended. This moves the extended coupler member into andthrough the entry portion of the second passageway. Then the firstmember is moved so as to move the shim into the entry portion of thesecond passageway contiguous the coupler member. The second portion andsaid coupler member have confronting first and second lock surfaces thatmake contact with each other and hold the first and second memberstogether when the shim and coupler member are both in the secondpassageway and the coupler member is retracted to place the first andsecond lock surfaces in contact with each other.

In a preferred embodiment, there is an alignment socket in one of themembers at the end of the passageway in that member and there is analignment insert adjacent an end of the other passageway in the othermember. The alignment insert enters the alignment socket when the firstand second members are moved together.

The entry portion of the second passageway is preferably formedlaterally between a first side surface in the passageway and a lug on anopposite side surface. The lock surface on the second portion is agenerally transverse surface on the lug positioned endwise inwardly ofthe entry portion of the second passageway. The shim preferably has atop surface that is substantially against the first side surface of theentry portion of the second passageway when the shim is in the secondpassageway.

According to an aspect of the invention, the coupler member comprises anelongated body having an outer end hook portion that extends laterallyfrom the elongated body and includes the second lock surface.

The present invention also includes a method of connecting anddisconnecting the first and second portions of the first and secondmembers by a push/pull action. The elongated coupler member is extendedendwise outwardly from the first passageway. Then, the hook is insertedinto and moved through the entry portion of the second passageway. Thefirst portion is then moved endwise to push the shim into the entryportion of the second passageway along side the body portion of thecoupler member. Then, the coupler member is retracted to pull the secondlock surface on the hook back towards and against the first locksurface. The hook pulls the second portion of the second member backagainst the first portion of the first member and holds the first andsecond members together.

The invention further includes a method of releasably connectingtogether the confronting ends of first and second conveyor slats.

These and other advantages, objects and features will become apparentfrom the following description of a best mode of the invention, from theaccompanying drawings and from the claims which are all incorporatedherein as part of the disclosure of the invention.

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS

Like reference numerals are used to designate like parts throughout theseveral views of the drawing, and:

FIG. 1 is a pictorial view of a trailer backed up to a dock, for eitherreceiving or depositing a load, such view being taken from above andlooking towards the top, the driver's side and the rear end of thetrailer, with the interior of the trailer shown, such view depictingcargo that is on a reciprocating slat conveyor that forms the floor ofthe trailer, such view showing a complementary slat conveyor on thedock;

FIG. 2 is a fragmentary plan view of confronting rear end portions of adock and a trailer, showing the trailer in the process of being backedtowards the dock;

FIG. 3 is a view like FIG. 2, showing the vehicle backed up into contactwith bumpers on the dock, and showing the confronting ends of theconveyor on the dock and in the vehicle spaced apart;

FIG. 4 is a view like FIG. 3, showing upper portions of lifting/holdingslats being extended towards complementary end portions of like membersin the trailer;

FIG. 5 is a view like FIG. 4 showing the ends of the upper portions ofthe lifting/holding slats on the dock moved into engagement with theends of the upper portions of the lifting/holding slats in the vehicle;

FIG. 6 is a view like FIG. 5, showing the conveying slats on the dock inthe process of being moved towards the conveying slats in the vehicle;

FIG. 7 is a view like FIG. 6, showing the conveying slats on the dockmoved into engagement with the conveying slats on the vehicle;

FIG. 8 is a sectional view of a portion of a slat conveyor, showing aconveying slat along side of a lifting/holding slat that is shown in a“down” position;

FIG. 9 is a view like FIG. 3 but showing the lifting/holding slat in an“up” position;

FIG. 10 is a fragmentary view with some parts in section and some inelevation, such view showing lifting bladders for two lifting/holdingslats in the process of receiving pressurized air from a manifold;

FIG. 11 is a cross sectional view taken substantially along line 11-11of FIG. 10;

FIG. 12 is a circuit view showing lifting bladders for a set oflifting/holding slats on a dock and for a like number of lifting/holdingslats in a trailer;

FIG. 13 is a fragmentary pictorial view of confronting end portions of alifting/holding slat on a dock and a complementary lifting/holding slatin a trailer, such view being taken from above and looking towards thetop and a common side of the slats, and showing a pair of prongs at therear end of the lifting/holding slat that is on the dock;

FIG. 14 is a view similar to FIG. 13, but looking towards the socket atthe end of the lifting/holding slat in the trailer that receives theprongs;

FIG. 15 is a view like FIG. 14, but showing the end portions of the twolifting/holding slats moved together so as to place the prongs in thesockets and lock the two slats together for mutual up and down movement;

FIG. 16 is a plan view of the connection shown by FIG. 15, with the rearends of the slats and the connector elements at the rear ends of theslats shown in section;

FIG. 17 is a pictorial view taken from above and looking towards the topand one side of fittings for the conveying slats on the dock and in thetrailer, such view showing the fittings separated from the conveyingslats and spaced apart from each other;

FIG. 18 is a view like FIG. 17, but with fragmentary end portions of theconveying slats added to the view;

FIG. 19 is a view like FIG. 18, but looking towards an end of thefitting that is attached to the conveying slat that is in the trailer;

FIG. 20 is a view like FIG. 19, but showing the conveying slatsconnected together;

FIG. 21 is a view taken from the same aspect of FIG. 19, but showing theconveying slats omitted for the purpose of better illustrating thefittings that make up the connection;

FIG. 22 is a view like FIG. 20, but taken from a different aspect;

FIG. 23 is a longitudinal sectional view of rear end portions of twoconveying slats showing them coupled together, such view showing ahydraulic cylinder that is carried by the conveying slat on the dock,for extending and retracting the coupler member that is carried by theconveying slat on the dock;

FIG. 24 is an enlarged scale view of FIG. 23, shown in two parts;

FIG. 25 is a top plan view of a fitting at the rear end of a conveyingslat on the dock;

FIG. 26 is a sectional view taken substantially along line 26-26 of FIG.25;

FIG. 27 is an end view of the fitting shown by FIG. 25, looking towardsthe outer end of the fitting;

FIG. 28 is a side elevational view of the fitting shown by FIG. 25;

FIG. 29 is a longitudinal sectional view taken substantially along line29-29 of FIG. 25;

FIG. 30 is a exploded pictorial view of the assembly shown by FIGS. 28and 29;

FIG. 31 is a side elevational view of the coupler member shown by FIG.17;

FIG. 32 is plan view of the coupler member shown by FIG. 31;

FIG. 33 is an end view of a conveying slat showing the coupler member inthe conveyor slat;

FIG. 34 is a plan view of a fitting at the rear end of a conveying slatin the trailer;

FIG. 35 is a side view of the rear end fitting for the conveying slat inthe trailer;

FIG. 36 is an end view of the rear end fitting for a conveying slat inthe trailer, looking towards the outer end of the fitting;

FIG. 37 is a longitudinal sectional view taken substantially along line37-37 of FIG. 34;

FIG. 38 is an exploded pictorial view of a second embodiment of amechanism for coupling together the confronting ends of the conveyorslats within the trailer and on the dock, such view showing end portionsof two conveyor slats that are to be connected and further showing mostof the mechanism that does the connecting;

FIG. 39 is an enlarged scale, fragmentary, longitudinal sectional viewof a linear hydraulic motor that is carried by at least one conveyorslat from each slat set in the dock conveyor;

FIG. 40 is an enlarged scale, fragmentary, longitudinal sectional viewwhere the rod end of the linear hydraulic motor shown by FIG. 40 joinsthe cylinder end of a rotary linear hydraulic drive unit that functionsto rotate a piston rod that has a hook at its outer end;

FIG. 41 is a pictorial view of several lock rods in various positionsrelative to lock blocks that are in the conveyor slats that are in thetrailer;

FIG. 42 is an enlarged scale cross-sectional view taken through the endportion of a conveying slat in the trailer, such view showing a hook atthe outer end of the rod aligned with a tunnel opening in a lock blockthat is within the conveyor slat; and

FIG. 43 is a view like FIG. 42, but showing the hook rotated over into alock block engaging position.

DETAILED DESCRIPTION OF THE ILLUSTRATED EMBODIMENT

FIG. 1 shows a trailer T that includes a first reciprocating slatconveyor 10 and a dock D that includes a second reciprocating slatconveyor 12. Although a trailer T is shown, the vehicle may be a truckor some other vehicle having a cargo carrying bed or box. The conveyors10, 12 are herein sometimes referred to as the vehicle conveyor 10 andthe dock conveyor 12. FIG. 1 shows the vehicle conveyor 10 in alignmentwith the dock conveyor 12. In use, the two conveyors are operatedtogether to either move a load from the trailer conveyor 10 onto thedock conveyor 12 or from the dock conveyor 12 onto the trailer conveyor10. In this manner, the two conveyors 10, 12 are used together forloading or unloading the trailer T or another vehicle.

The conveyors 10, 12 may be basically like the conveyor disclosed in theaforementioned U.S. application Ser. No. 11/334,978. One difference,however, is that one of the conveyors 10, 12 is a passive conveyor. Thismeans that it does not include its own drive mechanism. The otherconveyor of the pair includes a drive mechanism that serves as the drivemechanism for both conveyors 10, 12. In preferred form, the dockconveyor 12 will include a drive mechanism. The vehicle conveyor 10passive conveyor. It will be without its own drive mechanism. It will bedriven by the drive mechanism for dock conveyor 12. A suitable drivesystem is shown in U.S. application Ser. No. 11/334,978, the contents ofwhich are hereby incorporated herein by the specific reference.

FIGS. 2-7 show a trailer T being aligned with a dock D. They furthershow a sequence of steps for connecting the trailer slats to the dockslats. The first stage apparatus includes a pair of beams 14, 16, one oneach side of the dock D. These beams 14, 16 include rearwardlyprojecting end portions 18, 20 having cam surfaces 22, 26 that convergefrom their outer ends to their inner ends. A second pair of beams 26, 28are positioned below the dock conveyor 12 and the truck conveyor 10.These beams 26, 28 are extendable from the dock D to positions below thetrailer T, and are retractable back towards the dock D. They have hooksat their outer ends that hook onto a transverse beam at the rear end ofthe trailer T. The hooks hold the rear beam 34 on the trailer T againstpads 30, 32 on the rear end of the dock D.

FIG. 2 shows the trailer T in the process of being backed up towards thedock D. FIG. 3 shows the trailer T with its rear beam 34 contacting thepads 30, 32. In FIG. 3, the conveying slats on the dock D, some of whichare designated 36, are shown in a space relationship to the conveyingslats 36 in the trailer T. FIG. 3 also shows the rear ends oflifting/holding slats on the dock D, some of which are designated 38, ina spaced relationship from the lifting/holding slats 38′ in the trailerT. FIG. 4 shows upper portions of the lifting/holding slats 38 on thedock in the process of being moved towards the confronting ends of theupper portions of the lifting/holding slats 38′ in the trailer T. FIG. 5shows further movement of the upper portions of the lifting/holdingslats 38 on the dock D towards the upper portions of the lifting/holdingslats 38′ in the trailer T. As will hereinafter be described, thismovement moves prongs that extend rearwardly from the rear ends of theupper portions of the lifting/holding slats 38 into receiving socketsfor them in the rear ends of the upper portions of the lifting/holdingslats 38′ in the trailer T. FIG. 6 shows the conveying slats 36 on thedock D being moved towards the rear ends of the conveying slats 36′ inthe trailer T. A hook mechanism carried by the dock slats 36 enter intohook receiving openings in the trailer slats 36′. The hooks are movedinto hooking engagement with structure at the rear ends of the trailerslats 36′. Then, the hooks are retracted to cause movement of thetrailer slats 36′ into tight end-to-end engagement with the dock slats36. In this manner the hooks hold the two sets of slats 36 together.

The mechanism for coupling the rear end of the trailer T to the rear endof the dock D, including the side beams 14, 16 and theextendable/retractable beams 26, 28, are disclosed in co-pendingapplication Ser. No. 12/004,378, filed Dec. 19, 2007 (now published US2008-0175697 A1), and entitled Vehicle/Dock Alignment And CouplingSystem. The mechanism for coupling the rear ends of the dock slats 36 tothe rear ends of the trailer slats 38, and connect the rear ends of thedock slats 38 with the rear ends of the trailer slats 38, willhereinafter be described. Firstly, however, the conveying slats 36, 36′and the lifting/holding slats 38, 38′ will be described with referenceto FIGS. 8-12. A more comprehensive disclosure of a conveyor composed ofthe slats 36, 38, including the mechanism for reciprocating theconveying slats 38 and the mechanism for raising and lowering the upperportions of the lifting/holding slats 38 are disclosed in co-pendingapplication Ser. No. 11/334,978, the contents of which are herebyincorporated herein by this specific reference.

The conveying slats 36, 36′ are constructed in the manner disclosed inthe aforementioned U.S. Pat. Nos. 5,588,522; 4,896,761 and 4,679,686.U.S. Pat. Nos. 4,896,761 and 4,679,686 disclose in detail the mountingarrangement for slideably securing conveyor slats 36 to a support frame.The support frame includes a guide/support beam 40 for each conveyorslat 36, 36′. A series of bearings 42 snap down onto the beams 40. Sealstrips 44 are held in grooves formed in the sidewalls of the conveyingslats 36, 36′ and extend laterally outwardly to engage side surfaces ofthe adjacent lifting slats 38, 38′.

FIG. 8 shows the lifting slats 38 for a system that includes fourteenlifting slats 10 and either thirteen or fifteen conveying slats 36,depending on whether the two outside slats are lifting slats 36 orconveying slats 30. The conveying slats 36 are omitted from FIGS. 10 and12. If they were to be added to FIGS. 10 and 12, they would bepositioned between each pair of lifting slats 38 and possibly outside ofthe two outer most lifting slats 38. The arrangement of the liftingslats 38 to the conveying slats 36 is shown in FIGS. 8 and 9.

As shown in FIGS. 8 and 9, each lifting slat 38 comprises an upper slat(or upper portion) 48 and a lower slat (or lower portion) 50.Preferably, upper slat 48 is an extrusion and lower slat 50 is anextrusion. They may be extruded from an aluminum alloy, or a suitablesubstitute material, including a plastic resin material. The lower slat50 has a top 52 and a pair of opposite side portions depending from thetop 52. The side portions define a bottom space between them. The bottomslats 50 further include laterally outwardly projecting first flanges54, 56. The vertically movable upper slat 48 includes a top 58 andlaterally spaced apart side portions 60, 62 which depend from the top58. The side portions 60, 62 define a space between them in which thelower slat is situated. The side portions 60 of the upper slat 48includes inwardly projecting second flanges 64, 66. As a comparison ofFIGS. 8 and 9 will show, the upper slat 48 is movable vertically betweena lowered position (FIG. 8) in which the second flanges 64, 66 arevertically spaced from the first flanges 54, 56 (FIG. 1) and a raisedposition in which the second flanges 64, 66 contact the first flanges54, 56, such contact stopping any further upward movement of the upperslat 48 (FIG. 2).

An inflatable bladder 70 is positioned between the top 52 of the lowerslat 50 and the top 58 of the upper slat 48. The bladders 70 extendlengthwise of the slats 48, 50 and are sealed at both of their ends. Anair supply/exhaust conduit 72 (FIG. 12) is connected to each bladder 70.A preferred embodiment of the air supply/exhaust conduits 80 is shown inapplication Ser. No. 11/334,978. Herein, the conduits 80 are shownschematically in FIG. 12.

In the illustrated embodiment, the upper slat 48 includes laterallyinwardly projecting third flanges 82, 84 that are situated above boththe first flanges 54, 56 and the second flanges 64, 66. When the upperslat 48 is in its lowered position (FIG. 8), the third flanges 82, 84set down on the first flanges 54, 56 (FIG. 8). The lower slat 52 mayinclude laterally outwardly projecting fourth flanges 86, 88 below thesecond flanges 64, 66. When the upper slat is in its lowered positionthe second flanges 64, 66 set down on the fourth flanges 86, 88 (FIG.8).

Referring to FIG. 10, the upper end of each air supply/exhaust conduit80 includes a laterally outwardly projecting flange 90 on top of atubular body 92 having an outside diameter below the flange 90 that fitsthrough an opening formed in a bottom portion of the inflatable bladder70. The lower portion 94 of the tubular body 92 extends downwardlythrough an opening in the top 94 of a manifold 96. A tubular spacer 98has a lower end that sets down on the upper wall 94 of the manifold 96.An O-ring 100 is provided to prevent air leakage out from the manifold96, between the spacers 98 and the top wall 94 of the manifold 96. Thespacer 98 projects upwardly into the inner space 50 in the lower slat 50at its upper end, the space 98 contacts the top 52 of the slat 50.

The tubular body 98 of the air supply/exhaust conduit 70 extendsdownwardly through an opening in the top wall 52 of the lower slat 50,then through the center passageway of the tubular space 98, and thenthrough an opening in the top wall 94 of the manifold 96. An O-ring 102is positioned between the upper end of spacer 98 and the bottom surfaceof top wall 52. This O-ring 102 seals against the escape of air from themanifold 96, through the opening 104, through the center of the space 98and between the upper end of the spacer 98 and the top wall 52. Anopening the lower end portion of the conduit 80 is internally threaded.An opening 108 is provided in the lower wall 106 of the manifold 96. Thethreaded shank portion of a bolt 110 is inserted upwardly through theopening 112 and is screwed into the threaded opening 114. The lower endof the bolt 110 includes an annular groove in which an O-ring seal isreceived (not shown). When the bolt 110 is tightened, the seal bearsagainst the lower wall 106 of the manifold 96 and seals against airleakage from the manifold 96 through the opening 112 and between thebolt head and the manifold wall 106. When the bolt 110 is tightened, theflange 90 is drawn down into tight engagement with the lower wall of thebladder 70 where it immediately surrounds the opening through which thetubular body 98 is inserted. A flat is formed on one side of the tubularbody 98. A transverse lock pin is inserted through an opening formed inthe spacer 98. Its inner portion contacts the flat and prevents spacer98 from rotating relative to the tubular body 80 and vice versa.

Radial openings 118 extend through the lower portion of thesupply/exhaust conduit 80 and communicate the inside of the manifold 96with the inside of the conduit 80 and the inside of the inflatablebladder 70.

FIG. 12 shows a schematic diagram of the air system for inflating thebladders 70. The upper portion of FIG. 12 represents the lifting/holdingslats 38 in the trailer T. The lower portion of FIG. 12 represents thelifting/holding slats on the dock D. An air supply system is representedby block 124. A schematic diagram of the system 124 is disclosed inapplication Ser. No. 11/384,978. The particular details of the systemare not a part of the invention and so the system will not be describedin any detail. A coupling 126 is provided at a suitable location betweenconduit 120 for the dock conveyor 12 and conduit 120′ for the trailerconveyor 10. When the trailer T is backed up to the dock D and theconveying slats 36 in the trailer T are coupled to the conveying slats36 on the dock D, and the upper portions of the lifting/holding slats 38in the trailer T are coupled to the upper portions of thelifting/holding slats 38 on the dock D, the coupling 126 is operated tointerconnect the lines 120, 120′ so that operation of the system 124will deliver compressed air to and from the bladders 70 in bothconveyors 10, 12.

FIGS. 13-16 show an example apparatus for connecting together thelifting/holding slats 48 on the dock D and the lifting/holding slats 48′in the trailer T. In the description of these figures, numeral “48” willbe used to designate the lifting/holding slats on the dock D and numeral“48” will be used to designate the lifting/holding slats that are in thetrailer T. As best shown by FIGS. 13, 14 and 16, slats 48 are providedwith fittings 150 having an inner end portion 152 that extends into therear end portion of the dock slat 48 and an enlarged rear end portion156 that extends endwise of the slat 48. Inner portion 152 of member 150includes a pair of parallel, threaded openings 156, 158 in whichthreaded shank portions 160, 162 of a pair of prongs 164, 166 arereceived. Prongs 164, 166 may be formed to include wrench flats 168. Theprongs 164, 166 are initially screwed by hand into the threaded openings156, 158. When it becomes difficult to turn them any further by hand,wrench jaws are positioned to grip the wrench flats 168 and the wrenchis used for finishing the connection of the prongs 164, 166 to the endmember 150. Preferably, the prongs 164, 166 have rounded or tapered rearend portions 170, 172.

An end fitting 174 is connected to the rear ends of each slat 48′ in thetrailer T. Each member 174 includes an inner end portion 176 that issnuggly received in the rear end portion of the slat 48′. It alsoincludes an enlarged outer end portion 178 that extends endwise from theslat 48′. Member 174 includes a pair of parallel longitudinal sockets178, 180 sized and shaped to receive the projecting end portions of theprongs 164, 168. The rounded or tapered end portions 170, 172 of theprongs 164, 166 can be easily inserted into the openings 178, 180, by anendwise movement of dock slats 38 towards trailer slats 48′. This is themaneuver shown by FIGS. 4 and 5.

Members 150, 172 are preferably welded to the slats 48, 48′ where theends of the slats meet the enlarged portions 154, 178. As willhereinafter be described in greater detail, the connected portions ofthe lifting/holding slats 48, 48′ only move up and down in so theinsertion of prongs 164, 166 into sockets 178, 180 provides sufficientcoupling of the two slats 48, 48′ to cause the slats 48, 48′ to movetogether in the vertical direction.

FIG. 17-38 relate to a preferred embodiment of the apparatus that isprovided for detachably connecting the confronting ends of the conveyingslats 36, 36′ on the dock D and in the trailer T. In these figures, theconveying slats on the dock D are designated “36.” The conveying slatsin the trailer T are designated “36′”.

FIG. 17 shows a connector component 200 that is connected to the dockslats 36 and a connector component 202 that is connected to the trailerslats 36′. FIG. 18 shows the apparatus 200 connected to the rear endportion of a dock slat 36 and also shows apparatus 202 connected to therear end portion of the trailer slat 36′. Apparatus 200 includes an endblock 204 that is connected to the end portion of the dock conveyor slat36. FIG. 17 shows connector bars 206, 208 having rear end portions thatare welded to the block 204. The connector bars 206, 208 extend axiallyinwardly within the interior of the slat 36. See FIGS. 18-22. As shownby FIGS. 26 and 27, block 204 includes a tunnel opening 210 closed atits bottom by a block 211 that is connected to block 204 by bolts 205.The outer end of the member 204 includes an elongated, somewhat flatshim 212 that projects endwise rearwardly from the rear end of member204. Shim member 212 has a lower surface 214 that is a coplanarextension the top surface of 216 in tunnel opening 210.

Member 202 includes a rear end portion 218 that is welded at its innerend 220 to a connector plate 222 (FIG. 17). Connector plate 222 isbolted to the lower flanges of the trailer slat 36′. The connectormember 222 is moved endwise into the conveyor slat 36′ until its innerend contacts the outer or rearward end of the conveyor slat 36′.

An extendable/retractable hook member 223 has a rear end connectorportion 226 used for connecting it to the conveyor slat 36′. It also hasan elongated bar portion 224 that extends from the connector portion 226to a hook portion 228. Member 224 is sized to fit within the tunnelopening 210. Preferably, the end portion 226 of member 224 is adapted tofit inside of the dock conveying slat 36 (FIG. 33).

One embodiment of member 202 is shown by FIGS. 34-37. It comprises anaxial opening having an entry portion 232 that is formed between anupper inside surface 234 and a top surface 236 on a lug 238 thatconfronts surface 232. The entry 232 is defined vertically betweensurfaces 234 and 236 and horizontally between surfaces 240, 242. Thisentry 232 is sized to receive and pass the end portion of the connectormember that includes bar 224 and hook 228.

As will hereinafter be described, in some detail, the bar 224 and hook228 are extendable and retractable relative to their conveying slat 36.When the members 224, 228 are extended away from member 204, the hook228 is inserted into and through the entry 232. When the hook is insidethe member 202, the bar 224 will drop down onto the surface 236 of a lug238. Thereafter, the dock slat 36 is extended towards the trailer slat36′. This moves the shim 212 into the member 202, into a positionsnuggly between interior surface 234 of member 202 and the top of themember 224 where it extends over the hook 228. Once the shim 212 is inplace within the member 202, the connector member 224 is retracted so asto move hook surface 250 (FIG. 31) back against surface 252 on lug 238(FIG. 37). Herein, surface 252 is referred to as the first lock surface252 and surface 250 on the hook 228 is referred to as the second locksurface 250. The hook 228 is retracted so that it contacts the lug 238and pulls the end portion of the trailer conveying slat 36′ tightagainst the end portion of the dock conveying slat 36 (FIGS. 23 and 24).This pull on the hook 228 is maintained for the purpose of holding locksurface 250 tight against lock surface 252. This firmly connects the twoconveying slats 36, 36′ together so that a moving force applied to theslats 36 will be transferred to the slats 36′ and both sets of slats 36,36′ will move together.

Referring to FIGS. 23 and 24, each conveying slat 36 is provided with alinear fluid motor 260 having a cylinder portion 262 and a piston rodportion 264. Inside of the cylinder portion 262, the piston rod portion264 is connected to a piston head 266. Piston head 266 reciprocates backand forth within the interior 268 of cylinder portion 262. A mountingbracket 270 is connected to the cylinder portion 262 and the inner end272 of the bar 224 is connected to the bracket 270 by bolts 272. Theouter end of piston rod 264 is connected to a second bracket 274 that isalso connected to the lower flanges of the conveying slat 36, such as bybolts 276. Accordingly, the piston rod 264 is connected to the slats 36and moves with them. The cylinder portion 262 is movable relative toboth the piston 262 and the slat 36. Because end portion 226 of bar 224is connected to the cylinder body 262, the bar 224 and the hook 226 movewith the cylinder body 262.

FIGS. 23 and 24 show the piston head 266 positioned adjacent the openend of the cylinder portion 262. When in this position, the two locksurfaces 250, 252 are together and the two slats 36, 36′ are connectedtogether. When a motive fluid is introduced between piston head 266 andthe end member 280 while motive fluid is removed from chamber 268, thecylinder portion 262 and the bar 224 and hook 228 will move to theright, as illustrated in FIG. 23. When the hook 228 is sufficientlyinside of the conveying slat 36′, the slat 36 can be retracted away fromslat 36′. The slat 36, the end fitting 204 will move along the bar 224as they retract. After the shim 226 has been retracted out from theentry portion 232 of fitting 202 and moved a sufficient distance awayfrom the fitting 204, the linear fluid motor 260 can be operated forretracting the bar 224 into conveying slat 36, moving with it the hook228 through the entry 232. This disconnects the trailer conveying slat36′ from the dock conveying slat 36, allowing movement of the trailer Taway from the dock D.

FIGS. 38-43 show a modified construction of the hook mechanism forreleasably coupling the two slats 36, 36′ together. This mechanism isdisclosed in substantial detail in U.S. Pat. No. 5,911,555, which isincorporated herein by this specific reference. In this embodiment, amounting bracket 300 at one end of a linear fluid motor 302 is connectedto conveying slat 36, such as by bolts 304. In the illustratedembodiment, the mounting bracket 300 is connected to the cylindercomponent 306. The piston component includes a piston rod 308 thatextends outwardly from the cylinder component 306 and connects to amounting member 310 that is at the closed end of a second fluid motor312 that includes a piston 314 that both rotates and reciprocates in afluid chamber. A piston rod 316 projects from the piston 314 through apassageway in an end member 318 and then through guide blocks 320, 322to a hook 24 at its outer end. As shown by FIGS. 41-43, the trailerconveying slats 36′ include blocks 326 that include longitudinalopenings 328 that are sized and shaped to allow passage of the hook 324through them when the hook 324 is properly aligned with the opening 328.FIG. 42 shows the alignment of the hook 324 with the opening 328 thatallows linear movement of the hook 324 through the opening 328. FIG. 41shows a rod and hook 316, 324 positioned for passage through the opening328. The hook 324 is spaced inwardly of the slat 36 from the block 328.In the next view in FIG. 41, the rod 316 and hook 324 have been extendedinto and through the opening 328. The third view shows the rod 316 andthe hook 324 rotated towards a lock position. The fourth view in FIG. 41shows the rod 316 and the hook 324 retracted back towards the block 326.FIG. 41 shows the hook 324 rotated into a position in which it willcontact an end portion 326′ of the block 326 in response to a furtherretraction of the rod 316.

As can be seen from the description presented above, a trailer T orother vehicle equipped with a slat conveyor 10 is backed up to a dock Dequipped with a like conveyor 12. As described above, both conveyorscomprise conveying slats 36, 36′ and lifting/holding slats 38, 38′. Thesystem shown by FIGS. 2-7, forming the invention of co-pendingapplication Ser. No. 12/004,378 (now published US 2008-0175697 A1),first guides the trailer T into a position relative to the dock D thataligns the dock slats 36, 38 with the truck slats 36′, 38′. Themechanism then couples the trailer T or other vehicle to the dock D sothat both are fixed in position when cargo is either moved from the dockD into the trailer T, or from the trailer T onto the dock D. Next, thelifting/holding slats 38 on the dock D are moved endwise towards thelifting/holding slats 38′ in the trailer T. This movement moves thealignment prongs 164, 166 into the sockets 178, 180. Then, the connectormembers 224, 225, 226, 228 are extended endwise out from the conveyingslats 36 on the dock D. This movement moves the hook 228 into andthrough the entry portion 232 of the passageway in member 202. Once thelock surface 250 on hook 228 is inwardly of the lock surface 252 on lug238, the dock slat 36 is moved endwise towards the trailer slat 36′, soas to move the shim 212 into the upper region of the entry way 232,between surface 234 and member 226. Then, the hook assembly 224, 225,226, 228 is retracted to bring lock surface 250 against lock surface 252and pull the confronting ends of the conveying slats 36, 36′ in tightcontact with each other. The two conveyors 10, 12 are now ready to beoperated as one. The drive mechanism for the conveying slats that iscarried by the dock D is operated to reciprocate the conveying slats 36,36′ while the lifting/holding slats 38, 38′ are in a “down” position. Atthe end of stroke, air is introduced into the air bladders in the slats38, 38′ and used to raise the upper portions of the slats 38, 38′ toplace their upper surfaces above the upper surfaces of the conveyingslats 36, 36′. This lifts the load up off of the conveying slats 36, 36′so that the conveying slats 36, 36′ can be retracted back to a startposition. Then, the cycle is repeated over and over until movement ofthe cargo is completed.

The illustrated embodiments are only examples of the present invention,and, therefore, are non-limitive. It is to be understood that manychanges in the particular structure, materials and features of theinvention may be made without departing from the spirit and scope of theinvention. Therefore, it is my intention that my patent rights not belimited by the particular embodiments that are illustrated and describedherein, but rather are to be determined by the following claims,interpreted according to accepted doctrines of patent claiminterpretation, including use of the doctrine of equivalents and thereversal of parts.

1. A dock/vehicle system comprising: a loading/unloading dock having adock end; and a vehicle having a rear end positionable at the dock end;said dock and said vehicle having complementary conveyors, each saidconveyor having a plurality of elongated, laterally spaced apartlifting/holding slats and a plurality of elongated, laterally spacedapart reciprocating conveying slats between the lifting/holding slats;said conveying slats on the dock having end portions and said conveyingslats in the vehicle having complementary end portions that areconnectable to the conveying slats on the dock; said lifting/holdingslats each having a lower portion and an upper portion; said upperportions of the lifting/holding slats on the dock being connectable withthe upper portions of the lifting/holding slats in the vehicle; saiddock including means connected to the conveying slats for lengthwisereciprocating, of both the conveying slats on the dock and the conveyingslats in the vehicle; said dock and said vehicle each having means forlifting the upper portions of the lifting/holding slats and moving themtogether upwardly from the lower portions of the lifting/holding slatson the dock and in the vehicle; and wherein the upper portions of thelifting/holding slats on the dock include rear end portions and dowelsextendable rearwardly out from said rear end portions, and the upperportions of the lifting/holding slats in the vehicle have end portionswith dowel-receiving openings, whereby the dowels carried by the upperportions of the lifting/holding slats on the dock are extendable intothe dowel openings in the upper portions of the lifting/holding slats inthe vehicle, said dowels holding the ends of the upper portions of thelifting/holding slats on the dock and in the vehicle together while thelifting/holding slats are moved up and down.
 2. The system of claim 1,comprising means incorporated into the dock for actively extending andretracting the conveying slats.